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(No Model.) 4 Sheets-'Sheet 1. T. W. CAPEN.

OVER-HEAD TRAVELING APPARATUS. No. 275,465. Patented Apr. 10,1883.

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(No Model.) 4sheets-'sheen 2.

I T. W. CAPEN.

OVER-HEAD TRAVELING APPARATUS.-

No. 275,465. APatentedApr.10,1883.

Thomas; W Capel@ By his Attorneys N. Firms mwumgnpner. wavhnmon. D. C.

OVER-HEAD TRAVE LING APPARATUS.

Patented Apr. 10,1883.

(No Model.) 4 Sheets-Sheet 4.

` T. W.V GAPEN.

OVER-HEAD TRAVBLING APPARATUS.

No. 275,465. Patented A.p1-.1o,1883.l

UNITED STATES PATENT OFFICE.

THOMAS W. CAPEN, OFUSTAMFORD, CONNECTICUT, ASSIGNOR TO THE YALE LOCKMANUFACTURING COMPANY, OF SAME PLACE.

OVERHEAD TRAVELIG APPARATUS.

SPECIFICATION forming part of `Letters Patent No. 275,465, dated April10, 1883.

Application flcd October 27,1882.

To all whom it may concern Be it known that I, THOMAS W. OAPEN, ofStamford, in the county of Fairfield and State of' Connecticut, haveinvented certain new and useful Improvements in Overhead TravelingApparatus, of which the following is a speciiication, reference beinghad to the accompanying drawings.

My improvements relate to overhead traveling apparatus of the kind inwhich the tracks are supported from above. Previous to my invention itwas customary to have the trolleywheels run on top of the track. Thedifficulty with this class of apparatus therefore was that the trackcould not be made of yany considerable length, because the wheels couldnot pass its supports. Hence I provided for running the trolley upon thelower flanges of' the trackrail or I-beam by inclining thetrolley-wheels outward at their tops, so that they would run clear ofthe track-supports and bear properly upon the inclined surfaces of thebottom iianges ofthe rail. This enables a track to be made continuousand circular. or oval or straight, and of any desired length, and alsoenables switches to be conveniently arranged to carry the trolley overlong distances in various directions without obstruction. A greatadvantage arises also from inclining the trolleywheels so that theiraxes are parallel to the top of the bottom flange of the Ibeam on whichtheyrun. This gives an even bearing of the wheels on the I-beam at allparts of its surface, and renders the motion of the trolley perfectlyeasy and smooth. Heretofore this same result has been attempted byinclining the surfaces of' the wheels; but as the diameters of thewheels at different points are then different, when the wheels arerevolved a considerable amount of grindingand friction takes placebetween their surfaces and that of the I-beam. In order to accommodatethis peculiar trolley, I have provided a peculiar means of supportingthe tracks from above which is economical in construction, and wherebythe spread of the wheels or distance between them at their tops shallnot be too great, and their 'diameters may be sufficient for easyrunning,

and as great as the size of the flanged trackbeam will permit.

(N0 model.)

In the accompanying drawings, illustrating my invention, Figure l is aside elevation of a trolley and a section of the track-rail. Fig. 2 isan end elevation, partly in section, of the trolley upon the rail. Fig.3 is a plan view of 55 the track, showing a single switch. Figs. 4 and 5are enlarged details in elevation of parts of the switch mechanism. Fig.6 is a plan view of the track, showing a double switch. Fig.

I is an end elevation of the main track and 6o the double side tracks,showing how they are secured to an overhead supporting beam. Figs. 8, 9,and 10 show a modied form of switch-rail-supportin g device which doesaway with the support from the fixed rail; but it is not herein claimed.

Referring to the letters upon the drawings,

A indicates the track-rail, provided with upper and lower anges, asillustrated. B indicates the trolley-frame, and C its inclined bearings7o and wheels, the latter supported upon the lower flanges of the rail.I use preferably four of these inclined wheels, two upon each side ofthe rail.

In order to support the track-rail from any suitable truss frame orgirder above, by occu pying as little space laterally beneath the topange of' the rail as possible I form a mortise or socket, D, through theupper flange, and extending down a short distance into the web ot' 8othe rail. Within this socket I insert a nut, E, large enough to bear onthe under surface of' the upper flange, and I screw the lower end of thebolt F into it. The upper part of the bolt passes through an overheadgirder cr other support, to which it is securely fastened, and thusfirmly sustains the track-rail. The nut takes up but little spacelaterally, and allows the upper parts of the wheels therefore to reachas high as the upper rail-Hange will per- 9o mit. By means of theswitches, either single or double, as shown in Figs. 3 and 6, the trackmay be run to any desired point in a building, or from one building toanother.

The construction of switch which I prefer is 9 5 as follows: A section,Gr, of the track is pivoted at H, and at its other end is free to swingfrom the main track either way to connect with one or with either of twoside tracks when two are employed. The adjacent ends ot' the roo rail Aand of the side tracks must support the free end of the switch-rail G,and the bolt and nut E and F must therefore be near enough to the endsof these rails to support their weight and that of the free end oftheswitchrail. By this construction no separate holding device isncccssaryfor supporting the switchrail or for securing it in place. rlhe free endof the switch-rail has a portion extending through the bottom flange andpart way up through the web, cut away, as shown in Fig.

5, and also has a rider, I, secured to its top.

On each side of the upper part of the web not cut away, which forms aprojection, K, I secure a plate, L, which extends below the projectionK, thus forming a locking groove or recess, as shown in Fig. if. Eachend of the fixed portion of the track adjacent to the free end ofthepivotcd switch -rail is cnt away through the top flange and a portionot' the web, as shown in Fig. 5, so that the remaining portion of theweb not cnt away will lit into the recess formed by the plates L.

When it is desired to move the switch-rail G from one track to anotherit is only neces sary to lift up its free end and slide it over to thenext track, when it will drop down, so that the recess above mentionedshall be filled by the flange, and the plates L will lock it firmly inplace. rlhe plates L are beveled at N, so that they will readily slide up over the web of the track to which the switch is being adjusted. Therider I merely serves as a slidebeariu g to prevent the free end of theswitch from dropping when it is being switched.

I might employ a switch-locking device not attached to the switch-rail,and it might of course be in a different position from that shown.Again, it is practicable to support the free end of the switch-railwithout depending upon the ends of the fixed rail or side tracks. Anillustration of such a supporting device is shown in Fig. 8.

XVithout confining myself to the specific forms of the parts shown anddescribed, and having thus set forth the substance of' my improvements,what I claim, and desire to secure by Letters Patent of the UnitedStates, is-

1. The combination of' the flanged track-rail provided with the socketI) and the nut E, and bolt Ffor supporting the rail from above,substantially as set forth.

2. The combination of the track provided with the socket D, the trolleyresting upon the lower flanges of' the track, the nut E, and thcboltFfor supporting the track from above, substantially as set forth.

3. The combination, with the track supported from above, of the pivotedswitch-rail G, being cut away at its free end from below, as described,and provided with the projection K and locking-plates L, with two ormore fixed track-sections having theiradjacent ends cut away from thetop, leaving projecting webs to fit in the locking groove or recess ofthe section G, substantially as and for the purpose set forth.

4. rlhe combination of' the pivoted switchrail G, cut away at its freeend from below, and4 havingthe projection K, with the plates L, beveledat N, substantially as set forth.

5. The combination of' the pivoted switchrail G, cut away at its freeend from below, and having` a projection, K, with the plates L, beveledat N, andthe rider I, substantially as set forth.

G. rEhe trolley herein described, consisting of' a suitable Vframe withinclined bearings and wheels, substantially as set forth.

7. In combination with a track supported from above and having flangeson its lower side, a trolley, with inclined Wheels and bearings, to runupon the flanges and escape the track-supports, substantially as setforth.

In testimony whereof' I have hereunto subscribed my name this 26th dayof October, A. D. 1882.

THOS. lV. CAPEN.

Witnesses:

, GEO. E. WHITE,

SCHUYLER MERRITT.

